Locomotive sanding apparatus



June 13, 1939. J. E. DAVENPORT LOCOMOTIVE ySANDING APPARATUS Filed Aug.9, 1938 3 Sheats-Sheerl l JNVENTOA jnaz,

ArToRNEy June 13, 1939. J. E:A DAVENPORT LOCOMOTIVE SANDING APPARATUS sSheets-sheet 2 Filed Aug. 9. 1938 INVENToR vigor/f ATTORNEY JawzewvEpc-v? June 13, 1939. E. DAVENPORT 2,162,423

LOGOMOTIVE SANDING APPARATUS Filed Aug. 9, 1938 s sheets-sheet s Q7/'KPTI-r.. Y :Ercan-E Q5 l IN VEN TOR. f JamesZL-avefymf/Z; l

Patented June 13, 1939 UNITED STATES PATENT OFFICE LOCOMOTIVE SANDINGAPPARATUS Application August 9, 1938, Serial No. 223,953

9 Claims.

This invention relates to certain new and useful improvements in sandingapparatus for steam and other locomotives.

One object of the invention is to provide means to cut out of action thesanding equipment so as to prevent use of sand by the engineman when thedriving wheel speed due to slippage is greater than a predeterminedvalue, and another object of the invention is to provide means to givethe engineman a visible signal at a predetermined driving wheel speeddue to slippage or to abnormally high train speed, to indicate thatfact, which speed may or may not be the same as that at which thesanding equipment is automatically cut out, The apparatus therebyoperates to prevent useof sand to stop slipping of driving wheels unlessthe driving wheel speed remains below the predetermined value, so as torequire the engineman to stop the slipping by gorshutting off steam orby other suitable means until the driving wheel speed is reduced to apoint below the predetermined value. The visual signal may also be usedand so set as to indicate that the vehicle speed hasreached a certainhigh value allowed, thereby warning the engineman to shut off or reducethe flow of steam.

The invention has special value and importance through these methods ofsanding and speed control in preventing damage to the running gear ofultra high powered locomotives and Vensuring the safer running oftrains.

The sanding apparatus as herein disclosed is designed to be used inconnection with a known type of speed indicating and recording device bywhich, through suitable means, the action of the sanding apparatus isautomatically controlled, although it is to be'understood that any otherspeed controlled device suitable for the purpose may be employed.

In the accompanying drawings,

Fig. 1 is a diagrammatic side elevation showing the application ofgeneral features of the invention to a locomotive.

Fig. 2 is a diagram of the electric circuit.

Fig. 3 is a horizontal section through the speed responsive or speedindicating and recording device.

Fig. 4 is a side view ofV parts shown in Fig. 3 looking toward the leftfrom theright hand side thereof.

Fig. 5 is a section on the line 5-5 of Fig. 3.

Fig. 6 is a view in side elevation of a portion of the speed responsiveor speed indicating and recording device shown in Figs. 3, 4 and 5.

Fig. 7 is a detail view of parts of the speed responsive or speedindicating and recording device taken on line 1-1 of Fig. 3.

Referring now more particularly to the drawings, I designates alocomotive, 2 its drivers, 3 a sand dome, 4 and 5 sand traps, 6 and 'Ithe forl ward and reverse sanding pipes leading from the respective sandtraps, 8 and 9 air feed pipes leading to the respective sand traps, IIJan air supply pipe leading from the main air reservoir or other sourceof supply of compressed air on the 10 locomotive, and II a manuallyoperable sander valve controlling the feed of air from pipe I0 to eitherof the pipes 8 and 9.

Disposed in pipe I0 is a solenoid valve I2 and disposed in the cab ofthe locomotive or at some l5 other suitable point, so as to be in clearView of the engineman, is a pilot light or other visual signal I 2.These elements are included with control switches I3 and I4 therefor inan electric circuit I5 including also a turbo-generator I6 or 'go othersource of current supply. A condenser I'I is provided in the circuit forreducing arcing at the switch contacts. The switch I3 which controls theflow of current to the solenoid coil and the switch I4 which controlsthe ow of current 2'5 to the pilot light may be or not of identicaltype. They may be for example of Burgess micro switch type embodying aspring contact blade I8 which is normally open and adapted to. be movedto closed position by a push plunger I9 having a 30- small range ofmovement for the purpose. Any other suitable type of switch may,however, be used.

Supported in contact with one of the drivers 2 is a friction wheel 2U,and suitably supported on 35 the locomotive is a speed responsive device2| driven by a flexible shaft 22 from the wheel 20. This speedresponsive device may conveniently be a Loco valve pilot type of speedindicating and recording device, such as generally comprehended o byWallbillich Patents Nos. 1,458,451 and 1,503,078, or any other type ofspeed responsive device suitable for the purpose. The device 2 I forexample, may include a centrifugal governor directly or indirectlydriven by the shaft 22 and on the rotary '45 shaft 23 of which sli-des amember 24 movable to different positions at different speeds andcarrying actuating arms or levers 25 and 25 arranged to engage andoperate the plungers I9 of the respective switches I3 and I4 atdifferent assigned 50 or predetermined locomotive speeds. The locomotivespeed at which switch I3 is operated may be for example from '70 to 80miles per hour, and the locomotive'driving wheel speed at which theswitch I4 is operated 90 miles per hour, or they 55 sumed for examplethat it is intended to render the apparatus inoperative for sanding at aloco-` motive speed of 70 miles per hour and higher speeds and to give avisual signal to the engineman when the driving wheel speed whether ornot corresponding to the locomotive speed reaches a predeterminedmaximum limit, say 90 miles per hour. The speed responsive device issetk or adjusted for operation to close the switches I3 and I4 at theserespective locomotive -and driver wheelspeeds.

Valve I2 is normally open at all speeds below the rst-named speed of 70miles per hour and therefore the engineman can operate valve I I in onedirection or the other from a normally closed position for either aforward or reverse sanding action as long as valve I2 remains open. Atnormal running speeds of an ultra power engine, which may be consideredup to 70 miles per hour or thereabouts, the engineman can tell when thedrivers are slipping by the exhaust from the engine, Whereas he cannotdo so at higher speeds becausey the exhaust is practically continuous.At the higher speeds, also, it is desirable to stop slipping bytemporary reduction of power rather than by sanding which at very highor abnormal drive wheel speeds is liable by sudden sand checking of thedriver wheel speeds to 4cause severe shocks and injury to the runninggear. When, therefore, the speed responsive indicating and recordingdevice reaches the 70 miles per hour point, or other speed point set,the arm or lever 25 engages and operates-the plunger of switch I3 toclose said switch, whereby solenoid valve I2 is closed to cut oficommunication between the air lines 8, 9, IB, and thus prevent feed ofsand by operation of valve II. Thus the engineman cannot feed sand tothe track rails when the locomotive is running beyond the normal highspeed limit of from 70 to 80 miles per hour or other predeterminedlocomotive speed or when the drivers are spinning excessively. If at anytime the normal locomotive speed reaches the highest perrmssible limitset, i. e., 90 miles per hour, the speed responsive device is moved tobringv arm or lever 26 into engagement with the plunger of switch I4 toclose said switch and illuminate the pilot light I 2', thus signallingthe engineman that the locomotive is running at or above the highestpermissible speed limit.

There is a critical high driver wheel speed during slipping at which itmay be dangerous for the engineer to use sand because the suddenchecking of the speed of these wheels from the critical high speed totrain speed is liable to place the driving parts under compression andcause extreme shocks and damage to the drivers and other elements of therunning gear. The driver Wheel speed at which such shocks occur may varyin different types of ultra powered locomotives, but for purposes ofexemplifcation herein, may be set at a minimum of 90 miles per hourdriver wheel speed. It is also assumed, for example, that the locomotiveor train limit speed normally allowed is set at from 70 to 80 miles vperhour and that the engineer may exceed this locomotive speed limit forpractical operation under certain circumstances, and then only for shortdistances under safe track and other conditions. Engineers from theirearly days of training are instructed that taking a locomotive out of aslip by the use of sand is a dangerous practice, that the dangerinvolved is greater the higher the slipping speed of the locomotivedrivers, and that itis a safer practice to use the throttle to reducetrain speed until the slippage stops before throwing sand if the use ofsand should from any cause be required under such conditions. As stated,up to a locomotive running speed approximating 70 miles per hour theengineer is able to tell by the sound of the exhaust whether or not thedrivers are slipping and to use his judgment as to whether or vnot touse sand when its use is ordinarily required. At a higher locomotivespeed immediately around 70 miles per hour and higher, however, theengineer cannot from the exhaust tell when the drivers are yslippingbecause the exhaust is practically continuous. At a locomotive speedhigher than '70 miles per hour, also, the danger of sanding Vin case ofdriver slippage increases, because at such locomotive speed the driverspeed, incase of slippage, may reach and greatly exceed the criticalhigh driver speed of 90,miles per hour at which shocks and damages inthe use of sand may occur. For this reason my invention is designed forpreventing use of the sander at and above the prescribed high normallocomotive running speed of from 70 to 8O miles per hour, or a driverspeed higher than 90 miles per hour, thus avoiding liability of shocksand damage to the running gear being caused in the event-of sandingwhile the drivers are spinning at or above the critical high drivingspeed.

It is to be understood that the signal device employed gives anindication whenever the driver wheel speed reaches or exceeds thecritical speed.v As the locomotive is equipped with an indicating`recording speedometer, and the engineer is able to tell by the sound ofthe exhaust at a train speed approximating 70 miles per hour whether ornot the drivers are slipping, the engineer is positively advised uponthe showing of the warning signal `that one of two things is happening,either that he is operating his train considerably in excess of normallyallowed train speed or that the locomotive has gone into a slip and itsvdriver speed is in excess of the equivalent train speed under setconditions. This is also a warning that his sand control is cut off andthat he is prevented from using sand under possibly dangerous conditionsfor the use of sand, and that he should at once use the throttle to cutdown power for reduction of speed to normal running speed or to stopslippage. At train speeds materially below 70 miles per hour wheelslippage when occurring will ordinarily not reach the critical driverspeed,.but the engineer can tell from the exhaust whether or notslipping is taking place, and may use either sander or brakes tocont-rol train speed when emergency requires. At train speeds in theimmediate region of 70 miles per hour, theAdriver speed in the event ofslippage may reach .the critical speed at times when the engineer maynot be able to tell from the sound yof the exhaust whether slippage isoccurring. Under such conditions the signal will be actuated topositively-tell the engineer that slipping at critical speed isoccurring and that his sander is vcut out so that he may take measuresto reduce speed to take the locomotive out of the slip.

Each switch I3 and I4 comprises a suitable box or casing enclosing theswitch blade or member I8. These boxes or casings are in practice boltedto the casing of the device 2I, which may be provided with elongatedopenings for passage of the` bolts and the switch plungers I9 so thatthe plungers may be adjusted as to position or set for their properengagement by the arms or levers 25 and 26 at the determined locomotivespeeds.

From the foregoing description, taken in connection with the drawings,the construction, operation and advantages of my invention will bereadily understood without a further and extended description, and itwill be obvious that it provides an apparatus which is simple ofconstruction, reliable and efficient in action and economical inapplication and use. Where a speed indicator and recorder of the statedcharacter or one of similar type is used, advantage may be taken of itsuse to employ it as a control device by modifications adapting it tooperate the switches I3 and I4, but it is to be understood, of course,that any other suitable construction of speed responsive device may beused. It will also be understood that the speeds recited are givensimply as examples, and that the switches I3 and I4 may be operated atany predetermined speeds desired. Furthermore, it is to be understoodthat` while the structural organization shown is preferred, changes ofvarious kinds, falling within the scope of the appended claims, may bemade without departing from the spirit or sacriiicing any of theadvantages of the invention. While chiefly intended for use on steamlocomotives the apparatus may also be employed on other types of powerdriven vehicles.

What I claim is:

l. In a sanding apparatus for vehicles having driver wheels, a source offluid pressure supply, a manually operable valve normally effective forcontrolling the flow of uid from said source for eiecting a sandingaction, and a driver wheel speed responsive device for preventing asanding action on the operation of said valve at a driver wheel speedabove a predetermined high driver wheel speed.

2. In a sanding apparatus for vehicleshaving driver wheels, means forcontrolling the action of a sander, means for preventing action of thesander at a predetermined high driver wheel speed, and driver wheelactuated means for indicating to the vehicle driver when the speed ofthe driver wheels has reached such predetermined speed.

3. In a sanding apparatus for vehicles having driver wheels, a source offluid pressure supply, a manually operable valve normally effective forcontrolling the flow `or" fluid from said source for effecting asandingaction of the sander, an electrically operated valve controllingthe flow of fluid from the source for preventing action of the sander byactuation of the manually operable valve, and a driver wheel speedresponsive means for throvnng the second-named valve into action at adriver wheel speed above a predetermined high driver wheel speed.

4. In a sanding apparatus for vehicles having driver wheels, a manuallyoperable device for controlling the action of the sander, a device forpreventing action of the sander, a signal device for indicating that apredetermined high speed of the driver wheels due to conditions whichproduce slippage has been reached or exceeded, and speed responsivemeans actuated by the driver wheels controlling the second and thirdnamed devices.

5. In a pneumatically operated sander for vehicles having driver wheels,a manually operable valve normally effective for controlling thepneumatic operation of the sander, a cut off valve for preventing thepneumatic operation of the sander, and a driver wheel driving speedresponsive means for actuating said valve for a cut oif action at adriver wheel speed above a predetermined high driver wheel speed.

6. In a pneumatically operated sander for vehicles having driver wheels,a manually operable valve normally effective for controlling thepneumatic operation of the sander, a cut oif valve for preventing thepneumatic operation of the sander, a signal device for indicating when ahigh driver wheel speed due to conditions which produce slippage isreached or exceeded, and a'driver wheel driven speed responsive meansfor actuating the valve for a cut off action and operating said signaldevice at a driver wheel speed above the predetermined high driver wheelspeed.

'7. In a sander fory vehicles having driver wheels, a manually operabledevice normally eifective for controlling the action oi the sander, anelectrically operated device for preventing operation of the sander, anelectric circuit including said electrically operated device, and adriver wheel driven speed responsive means controlling said circuit toenergize said electrically operated device at a driver wheel speed abovea predetermined high driver wheel speed.

8. In a sander for vehicles having driver wheels, a manually operabledevice normally effective for controlling the action of the sander, anelectrically operated device for preventing operation of the sander at adriver wheel speed above a predetermined high driver wheel speed, anelectrically operated device for giving a signal when a predeterminedhigh driver wheel speed is reached, or exceeded, an electric circuitincluding said devices and switches for controlling the circuit toenergize the same, and a driver wheel driven speed responsive means forcontrolling said circuit to energize said electrically operated devicesat driver Wheel speeds above the first-named predetermined high driverwheel speed.

9. In a compressed `air operated sander for vehicles having driverwheels, sand delivery pipes, a source of air supply, a manually operatedvalve normally effective for controlling the flow of air from saidsource to effect discharge of sand through the pipes, an electricallyoperated valve solely controlling the flow of air from the source to themanually operable valve-for cutting off the supply of air to the pipesand rendering the manually operated valve inoperative for a controlaction, and a driver wheel driven speed responsive means controlling theflow of electric current to energize the electrically operated valve ata driver wheel speed above a predetermined high driver wheel speed.

JAMES E. DAVENPORT.

